Cargo management system for a vehicle and including a pair of opposing cargo trim panels, each of which is made by a composite, compression molding process and has a wood grain finish

ABSTRACT

A cargo management system including a vehicle load floor and a pair of opposing cargo trim panels supported above the load floor at opposite sides of the load floor within the interior of the vehicle is provided. The load floor has a wood grain finish. The load floor includes a first outer layer, a second outer layer and a core of cellulose-based material positioned between the outer layers and having a large number of cavities. The outer layers are bonded to the core by press molding. The trim panels are compression-molded, composite cargo trim panels supported above the vehicle load floor at opposite sides of the load floor. Each panel includes a base layer and a coverstock sheet bonded to the base layer by press molding. Each coverstock sheet provides its respective trim panel with a wood grain finish.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No.14/087,591 filed Nov. 22, 2013. That application is acontinuation-in-part of U.S. application Ser. No. 13/523,209 filed Jun.14, 2012 (now U.S. Pat. No. 8,622,456), which, in turn, is acontinuation-in-part of U.S. application Ser. No. 13/453,201 filed Apr.23, 2012 (now U.S. Pat. No. 8,690,233). This application is also relatedto U.S. applications entitled “Cargo Management System Including aVehicle Load Floor Having a Cellulose-Based Core and Made By aComposite, Compression Molding Process and Having a Wood Grain Finish”and “Cargo Management System Including an Automotive Vehicle Seat Havinga Cargo Trim Panel Made By a Composite, Compression Molding Process andHaving a Wood Grain Finish” both filed on the same day as thisapplication.

TECHNICAL FIELD

This invention relates generally to cargo management systems forautomotive vehicles having trim panels such as cargo trim panels.

OVERVIEW

Some plastic automotive parts are covered with wood trim after they aremolded. Sometimes such plastic parts are composite plastic parts whereinan outer layer of the part is in-molded with a structural substrate ofthe part.

One practice in the automotive industry is utilization of all-plastic,fabricated parts, such as, but not limited to, instrument panels,interior trims, and door panels. It is known in other automotive partsareas that different, aesthetically pleasing outer surfaces enhance theoverall appearance of the interior of automotive vehicles. Use ofdecorative appliques having wood grain finishes is often sought after.

Wood grain finishes are typically in the form of either simulated woodgrain or genuine wood grain. The simulated wood grain finish may beachieved in one of several known manners: 1) backing a pre-printed filmby a thin layer of a thermoplastic, such as polycarbonate; ABS(acrylonitrile/butadiene/styrene), or aluminum, followed byvacuum-forming to obtain the desired shape of the trim; 2) applying alithograph on an aluminum sheet; and 3) dipping a substrate into acontainer of ink defining the wood grain appearance. Simulated woodgrain finishes, however, are generally not as attractive as genuine woodgrain finishes.

Genuine wood grain finishes may also be obtained in one of several knownmanners: 1) staining, sealing and protecting preformed laminates of woodhaving varying thicknesses which are then attached to a substrate viastapling, gluing, or any other similar attachment manner; 2) laminatingan aluminum sheet with the genuine wood which is then welded or screwedonto a plastic part; and 3) adhesively bonding a thin laminate of woodto a pre-processed plastic substrate which is then stained and coveredwith a protective top-coat. Although the appearance of genuine wood ismore attractive than simulated wood, the use of genuine wood is moreexpensive than that of simulated wood.

U.S. Pat. No. 5,423,933 discloses a method of producing a plastic-woodcomposite having the appearance of coated genuine wood. U.S. Pat. No.5,744,210 discloses a natural wood-covered plastic part for anautomotive vehicle and a method of making the part. U.S. Pat. No.5,750,160 discloses a method of making plastic products such as doorpanels using nickel shell door molds having an authentic, textured moldsurface reproduction of original wood.

The following U.S. patent documents relate to cargo management systemsand trim panels for automotive vehicles: U.S. Pat. Nos. 6,752,443;6,800,325; 6,843,525; 6,905,155; 6,926,348; 6,945,594; 7,059,646;7,090,274; 7,121,601; 7,188,881; 7,207,616; 7,222,915; 7,419,713;7,628,440; 7,909,379; 8,298,675; 8,475,884; 2004/0078929; 2006/0008609;2006/0255611; 2007/0065264; 2007/0256379; 2008/0185866; 2009/0108639;2010/0206467; 2011/0260359; 2011/0315310; 2012/0247654; 2012/0315429;2013/0031752; 2013/0075955; and 2013/0137798.

The following recent U.S. published applications are also related to thepresent application: 2013/0278002; 2013/0278003; 2013/0278007;2013/0278008; 2013/0278009; 2013/0278015; 2013/0278018; 2013/0278019;2013/0278020; 2013/0280459; 2013/0280472; and 2013/0280473.

Compression molding is a method of molding in which the moldingmaterial, generally preheated, is first placed in an open, heated moldcavity. The mold is closed with a top force or plug member, pressure isapplied to force the material into contact with all mold areas, whileheat and pressure are maintained until the molding material has cured.The process may employ thermosetting resins in a partially cured stage,either in the form of granules, putty-like masses, or preforms.Compression molding is a high-volume, high-pressure method suitable formolding complex, high-strength fiberglass reinforcements. Advancedcomposite thermoplastics can also be compression molded withunidirectional tapes, woven fabrics, randomly oriented fiber mat orchopped strand. The advantage of compression molding is its ability tomold large, fairly intricate parts. Also, it is one of the lowest costmolding methods compared with other methods such as transfer molding andinjection molding; moreover it wastes relatively little material, givingit an advantage when working with expensive compounds.

SUMMARY OF EXAMPLE EMBODIMENTS

An object of at least one embodiment of the present invention is toprovide a cargo management system including a vehicle load floor and apair of opposing cargo trim panels, each of which is press molded andeach of which has a wood grain finish.

In carrying out the above object and other objects of at least oneembodiment of the present invention, a cargo management system includinga vehicle load floor and a pair of opposing cargo trim panels supportedabove the load floor at opposite sides of the load floor within theinterior of the vehicle is provided. The system includes a vehicle loadfloor to compartmentalize a cargo area into an upper compartment and acovered lower compartment. The load floor has a wood grain finish. Theload floor includes a first outer layer, a second outer layer and a coreof cellulose-based material positioned between the outer layers andhaving a large number of cavities. The outer layers are bonded to thecore by press molding. A pair of compression-molded, composite cargotrim panels is supported above the vehicle load floor at opposite sidesof the load floor within the interior of the vehicle to at leastpartially define the upper compartment of the cargo area. Each panelincludes a base layer and a coverstock sheet bonded to the base layer bypress molding. Each coverstock sheet provides its respective trim panelwith a wood grain finish in the upper compartment of the cargo area.

Each coverstock sheet may include a natural wood layer.

The wood grain finish of each coverstock sheet may be simulated.

Each coverstock sheet may have a textured, real-wood surface appearance.

Each coverstock sheet may include a synthetic resin layer.

Each coverstock sheet may include a simulated real-wood layer.

The base layer may be a fiber-reinforced polymeric material.

The material may be sheet molding compound (SMC).

Each of the cargo trim panels may include a curved portion adjacent alateral edge portion of the load floor. At least one of the trim panelsmay include a handle so that the at least one trim panel is movablebetween open and closed positions.

Further in carrying out the above object and other objects of at leastone embodiment of the present invention, a cargo management systemincluding a vehicle load floor and pairs of opposing cargo trim panelssupported above the load floor at opposite sides of the load floorwithin the interior of the vehicle is provided. The system includes avehicle load floor to compartmentalize a cargo area into an uppercompartment and a covered lower compartment. The load floor has a woodgrain finish. The load floor has a first outer layer, a second outerlayer and a core of cellulose-based material positioned between theouter layers, and having a large number of cavities. The outer layersare bonded to the core by press molding. First and second pairs ofcompression-molded, composite cargo trim panels are supported above thevehicle load floor at opposite sides of the load floor within theinterior of the vehicle to at least partially define the uppercompartment of the cargo area. Each panel includes a base layer and acoverstock sheet bonded to the base layer by press molding. Eachcoverstock sheet provides its respective trim panel with a wood grainfinish in the upper compartment of the cargo area.

Each coverstock sheet may include a natural wood layer.

The wood grain finish of each coverstock sheet may be simulated.

Each coverstock sheet may have a textured, real-wood surface appearance.

Each coverstock sheet may include a synthetic resin layer.

Each coverstock sheet may include a simulated real-wood layer.

The base layer may be a fiber-reinforced polymeric material. Thematerial may be sheet molding compound (SMC).

Each of the cargo trim panels may include a curved portion adjacent alateral edge portion of the load floor.

At least one of the trim panels may include a handle so that the atleast one trim panel is movable between open and closed positions.

Still further in carrying out the above object and other objects of atleast one embodiment of the present invention, a cargo management systemincluding a vehicle load floor and a pair of opposing cargo trim panelsupported above the load floor at opposite sides of the load floorwithin the interior of the vehicle is provided. The system includes avehicle load floor to compartmentalize a cargo area into an uppercompartment and a covered lower compartment. The load floor has a woodgrain finish. The load floor includes a first outer layer, a secondouter layer and a core of cellulose-based material positioned betweenthe outer layers and having a large number of cavities. The outer layersare bonded to the core by press molding. A pair of compression-molded,composite cargo trim panels is supported above the vehicle load floor atopposite sides of the load floor within the interior of the vehicle toat least partially define the upper compartment of the cargo area. Eachpanel includes a base layer and a coverstock sheet bonded to the baselayer by press molding. Each coverstock sheet provides its respectivetrim panel with a wood grain finish in the upper compartment of thecargo area. A cargo trim panel is secured to a backrest of a seat of thevehicle. The trim panel secured to the backrest has a wood grain finish.

Other technical advantages will be readily apparent to one skilled inthe art from the following figures, descriptions and claims. Moreover,while specific advantages have been enumerated, various embodiments mayinclude all, some or none of the enumerated advantages.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear perspective view of a cargo management system includinga load floor having a wood grain finish and positioned in the cargo areaof an automotive vehicle and constructed in accordance with at least oneembodiment of the present invention;

FIG. 2 is a rear perspective view of an automotive vehicle seatincluding a backrest with a cargo trim panel that has a wood grainfinish;

FIG. 3 is a view, partially broken away and in cross section, takenalong lines 3-3 of FIG. 1 of a compression-molded composite panel and asheet having multiple layers separated for illustrative purposes;

FIG. 4 is a view, partially broken away and in cross section, takenalong lines 4-4 of FIG. 1 of a cargo trim panel with its multiple layersseparated for illustrative purposes;

FIG. 5 is a view, partially broken way and in cross section, taken alonglines 5-5 of FIG. 2 with the multiple layers of the trim panelseparated;

FIG. 6 is a view, similar to the view of FIG. 5, taken along lines 6-6of FIG. 2 with the multiple layers of a trim panel of a secondembodiment separated;

FIGS. 7-9 are views, partially broken away and in cross section, showingdifferent steps in compression molding a stack of different layers ofmaterials to form the article or end product of at least one embodimentof the present invention;

FIG. 10 is a side sectional view showing a stack of separate sheets orlayers of thermoplastic-based and cellulose-based material prior tobeing compression molded into a composite panel having a sandwichstructure;

FIG. 11 is a top perspective view, partially broken away and a crosssection, of the composite panel of FIG. 10;

FIG. 12 is a view similar to the view of FIG. 11 but providing a bottomperspective view;

FIG. 13 is a top plan view, partially broken away, of a reinforcedthermoplastic skin having substantially parallel, visible fibers; and

FIG. 14 is a view similar to the view of FIG. 13 but with substantiallyrandomly oriented fibers.

DETAILED DESCRIPTION

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

Referring now to FIG. 1, there is illustrated a cargo management system,generally indicated at 12, located in the interior of a vehicle,generally indicated at 10, to manage cargo placed therein. Suchmanagement includes organizing, securing and restraining the cargo. Thesystem 12 includes a vehicle load floor, generally indicated at 14, tocompartmentalize a cargo area at the rear of the vehicle 10, into anupper compartment and a covered lowered compartment in which there aretypically stored spare tires and/or tools. The load floor 14 has a woodgrain finish 16 which is aesthetically pleasing.

A part of the load floor 14 includes a hinged cover, generally indicatedat 34, which has a handle 15 to allow a user to hingedly move the cover34 between open and closed positions as described in many of theabove-mentioned, recently published U.S. patent applications. Forexample, a living hinge may be provided between the cover 34 and therest of the load floor 14 to allow a user to open the cover 34 andaccess the lower compartment of the cargo area.

Referring now to FIG. 3, the load floor 14 includes acompression-molded, composite panel, generally indicated at 18. Thepanel 18 includes first and second outer skins or layers, 20 and 22respectively, and a core 24 positioned between the outer layers 20 and22. The core 24 has a large number of cavities 26. The outer layers 20and 22 are bonded to the core 24 by press or compression molding.

Each of the skins 20 and 22 may be fiber reinforced. The thermoplasticof the skins 20 and 22 and the core 24 may be polypropylene. At leastone of the skins 20 and 22 may be woven skin, such as a polypropyleneskin. Each of the skins 20 and 22 may be reinforced with fibers, e.g.,glass fibers, carbon fibers or natural fibers. At least one of the skins20 and 22 may advantageously be made up of woven glass fiber fabric andof a thermoplastics material.

The cellular core 24 may be a honeycomb core. In this example, thecellular core 24 has an open-celled structure of the type made up oftubes or a honeycomb, and it is made mainly of polyolefin and preferablyof polypropylene. It is also possible to use a cellular structure havingclosed cells of the foam type.

The hinged cover 34, as well as the rest of the load floor 14, istypically manufactured by providing a stack of material located orpositioned within a compression mold. The stack typically includes thefirst and second reinforced thermoplastic skins or outer layers 20 and22, respectively, and the thermoplastic cellular core 24 disposedbetween and bonded to the skins 20 and 22 by press molding. The skins 20and 22 are heated typically outside of the mold to a softeningtemperature. The mold is preferably a low-pressure, compression moldhaving upper and lower mold halves which perform a thermo-compressionprocess on the stack of materials together with a multi-layer coverstocksheet, generally indicated at 30. In the molding process, the sheet 30is bonded to the top surface 28 of the outer layer 20. The sheet 30 hasa substantially planar upper support surface 32 to support cargo in theupper compartment of the cargo area. A pattern layer 38 of the sheet 30provides the load floor 14 with the wood grain finish 16 shown in FIG.1.

As shown in FIG. 3, the multi-layer sheet 30 typically includes a wearlayer 36 having the upper surface 32, the pattern layer 38, a substratelayer 40 and a binder layer 42 to bind or bond the sheet 30 to the topsurface 28 of the panel 18 in a press or compression molding operationperformed in the mold 84.

The multi-layer sheet 30 may be similar to an engineered wood floor. Anengineered wood floor oftentimes includes two or more layers of wood.The pattern layer 38 typically is the wood that is visible to providethe wood grain finish. A veneer sheet uses a thin layer of wood.

Alternatively, instead of an engineered wood sheet, a laminate or vinyl(i.e. vinyl chloride) sheet may be used. A laminate sheet uses an imageof wood at the surface of the pattern layer 38. A vinyl sheet is plasticformed as look like wood. A laminate sheet is a multi-layer syntheticsheet formed together in a lamination process. A laminate sheetsimulates wood with an applique layer as the pattern layer 38 under aclear protective layer such as the wear layer 36. An inner core layerserves as the substrate layer 40. The inner core layer may be composedof melamine resin and fiber board materials.

An advantage of an engineered wood, laminate or vinyl sheet utilized asthe coverstock sheet 30 is that periodic maintenance is minimized. Anall-wood coverstock sheet finished in varnish requires periodicrecoating. Also, bolts and screws require periodic tightening as woodexpands and contracts through the seasons of the year.

Also, other advantages of engineered wood laminate or vinyl sheets arelower cost and a more durable surface provided by the wear layer 36.Also, engineered wood laminate or vinyl sheets accommodate designvariations not always possible with solid wood sheets. Finally,engineered wood, vinyl and laminate sheets can be formed with acompression-molded composite panel, such as the panel 18, in a singlecompression or press molding operation as shown in FIGS. 7-9.

Referring again to FIG. 1, the system 12 may include a plurality ofspaced, parallel runners or rails 44 fixedly secured to and extendingabove the top surface 32 of the sheet 30 to protect the wear layer 36.The rails 44 may be made of chrome inlaid with synthetic rubber tohinder undesired movement of cargo in the upper cargo compartment.

The load floor 14 may also have hooks 45 or tie-down loops fixedlysecured to and extending above the top surface of the load floor 14.

In one example method of making the load floor 14, a stack of materialmay be pressed in the low pressure, cold-forming mold after the stack orlayers of material are placed in the mold. The stack is made up of thefirst skin 20, the cellular core 24, the second skin 22 and the coveringor sheet 30, and is pressed at a pressure lying in the range of 10×10⁵Pa. to 30×10⁵ Pa. The first and second skins 20 and 24 (as well as someof the other layers such as the binder layer 42) are preferablypre-heated to make them malleable and stretchable. Advantageously, inorder to soften the first and second skins 20 and 24, respectively, heatis applied to a pre-assembly constituted by the stack made up of atleast the first skin 20, the cellular core 24, and the second skin 22 sothat, while the panel 18 is being formed in the mold, the first andsecond skins 20 and 24 have a forming temperature lying approximately inthe range of 160° C. to 200° C., and, in this example, about 180° C.Finally, after curing and cooling, the mold halves are separated toremove the part.

Referring again to FIG. 1 and to FIG. 2, the cargo management system 12may include one or more automotive vehicle seats, generally indicated at46, each having a backrest 48 which separates the vehicle interior intoa passenger area at the front of the vehicle 10 and a cargo area at therear of the vehicle 10. The system 12 includes a driver's seat and aplurality of passenger seats. At least one of the passenger seats 46 ismanually reconfigurable via handles 47 between an upright seatingposition as shown in FIG. 2 to fold-down, storage position as shown inFIG. 1 to reconfigure the vehicle interior. A cargo trim panel,generally indicated at 50 and 50′ in FIG. 2, of two passenger seats 46forms at least a part of the load floor 14 in the storage positions ofthe passenger seats 46 as shown in FIG. 1.

Each cargo trim panel 50 or 50′ comprises a compression-molded,composite cargo trim panel secured to the backrest 48 and facing theupper compartment of the cargo area above the load floor 14 in anupright sitting position of the backrest 48. As shown in FIGS. 5 and 6,the panel 50 or 50′ including a base layer 52 or 52′ and a coverstocksheet comprising layers 53 or 53′ and 54 or 54′ bonded to the base layer52 or 52′ by press or compression molding. The coverstock sheet providesthe trim panel 50 or 50′ with a wood grain finish 51 in the uppercompartment of the cargo area as shown in FIGS. 1 and 2.

The layer 54′ may be a synthetic resin layer molded to have the woodgrain finish 51 after the application of a varnish/stain coating orlayer 56′ and a clear coat or wear layer 58′. The layer 54 may be anatural wood layer with a varnish/stain layer 56 and a clear coat orwear layer 58 to provide the wood grain finish 51. The layers 53 and 53′may be porous, fibrous layers including an adhesive and possibly acatalyst to bond the layers 52 and 54 together and the layers 52′ and55′ together, respectively. The base layers 52 and 52′ may be made of afiber-reinforced polymeric material such as sheet molding component(SMC). SMC is a ready-to-mold, glass-fibre reinforced polyester materialoften used in compression molding.

The cargo trim panel 50 or 50′ may be molded in a mold similar to themold 95 of FIGS. 7-9 which has upper and lower mold halves 96. The innersurface of the lower mold half may be textured to provide the layer 54or layer 54′ with a textured wood grain finish. Typically, after moldingthe coating layers 56 and 56′ are applied to the layers 54 and 54′,respectively, and then coating layers 58 and 58′, are applied to thelayers 56 and 56′, respectively.

As described above, in this way the coverstock sheet may have eithersimulated wood grain finish or a natural or genuine wood grain finish.

As shown in FIG. 1, two of the seats 46 (typically in the last row ofseats) include runners or rails 60 to protect the surface finishes 51 ofthe panels of the seats 46 when the backrests 48 are folded down istheir storage positions to reconfigure the interior of the vehicle 10.In the fold-down positions of FIG. 1, the trim panels 50 or 50′ form apart of the load floor 14. Also, hingedly connected, close-out flaps 61between the seats 46 and the cover 34 of the load floor 14 form parts ofthe load floor 14.

Still referring to FIG. 1, the system 10 includes a first pair ofcompression-molded, composite side cargo trim panels 62 and 64 and,preferably, a second pair of compression-molded, composite cargo trimpanels 66 and 68 supported above the vehicle load floor 14 at oppositesides of the load floor 14 within the interior of the vehicle 10 to atleast partially define the upper compartment of the cargo area. As shownin FIG. 4, each panel 62, 64, 66 or 68 includes a base layer 70 and acoverstock sheet including layers 72 and 71 bonded to the base layer 70by the press molding as shown in FIGS. 7-9. Each coverstock sheetprovides its respective trim panel 62, 64, 66 or 68 with a wood grainfinish 67 in the upper compartment of the cargo area.

In the example of FIG. 4, the layer 70 may be a fiber-reinforced,polymer layer, the layer 71 may be a porous, fibrous layer and the layer72 may be a natural wood layer. However, it is to be understood that thelayers 70-72 may be the same or similar to the layers of the panel 50 orthe panel 50′. After the press or compression molding as shown in FIGS.7-9, a varnish or stain coating 74 is placed on the layer 72 and a clearwear coat layer 76 is applied over the layer 74 after the coating 74 hasdried. A curved portion 78 of the panels 62, 64, 66 and 68 can be formedin the mold 95 of FIGS. 7-9. The mold 95 includes the upper and lowermold halves 96. An arrow 97 (FIG. 7) indicates the placing of the layers70, 71 and 72 into the mold 95, while arrows 98 (FIG. 8) and arrows 99(FIG. 9) indicate the closing and the opening, respectively, of the moldhalves 96.

The system 12 may also include panels 80 also having wood grain finishes82 at the rear of vehicle 10 to further contribute to the overall lookand feel of the system 12.

Referring now to the FIGS. 11 and 12, a second embodiment of acompression-molded, sandwich-type composite panel, generally indicatedat 110, is shown. FIG. 10 shows a stack of thermoplastic-based andcellulose-based sheets or layers of material prior to the stack beingcompression molded into the composite panel or component 110. The panel110 forms a separate part of the vehicle. However, it is to beunderstood that one or more of such panels constructed in accordancewith at least one embodiment of the present invention may be used in awide variety of environments besides the automotive vehicle environmentof FIG. 1. For example, the panel 110 may be a load-bearing vehiclecomponent as shown or an interior trim component.

The panel 110 is typically manufactured via a thermo-compression processby providing the stack of material located or positioned within a lowpressure, thermo-compression mold generally of the type shown in FIGS.7-9 at reference number 95. As shown in FIG. 10, the stack includesfirst and second reinforced thermoplastic skins or outer layers 112 and114, respectively, a cellulose-based core having a large number ofcavities such as a paper or cardboard cellular core 116 disposed betweenand bonded to plys or films or sheets of hot-melt adhesive (i.e.thermoplastic adhesive) 118 and 120 which, in turn, are disposed betweenand bonded to the skins 112 and 114 by the press or compression molding.The sheets 118 and 120 may be bonded to their respective skins 112 and114 prior to the press molding or are preferably bonded during the pressmolding. The thermoplastic of the sheets 118 and 120 is typicallycompatible with the thermoplastic of the skins 112 and 114 so that astrong bond is formed therebetween. One or more other resins may also beincluded within the adhesive of the sheets 118 and 120 to optimize theresulting adhesive system. The adhesive system is not a solvent-basedadhesive system.

A substantially continuous covering or multi-layer sheet, generallyindicated at 30 and substantially the same as the sheet 30 of theembodiment of FIG. 3, covers the first skin 112. The skins 112 and 114and their respective sheets or film layers 118 and 120 (with the core116 in between the layers 118 and 120) are heated typically outside ofthe mold (i.e. in an oven) to a softening temperature wherein thehot-melt adhesive becomes sticky or tacky. The mold is preferably alow-pressure, compression mold which performs a thermo-compressionprocess on the stack of materials.

The step of applying the pressure compacts and reduces the thickness ofthe cellular core 116 and top and bottom surface portions of thecellular core 116 penetrate and extend into the film layers 118 and 120without penetrating into and possibly encountering any fibers located atthe outer surfaces of the skins 112 and 114 thereby weakening theresulting bond. Often times the fibers in the skins 112 and 114 arelocated on or at the surfaces of the skins as shown by skins 112′ and112″ in FIGS. 9 and 10, respectively, wherein the fibers aresubstantially parallel and randomly oriented, respectively.

An optional bottom layer of the panel 110 comprises a decorative,noise-management, covering layer 124 bonded to the bottom surface of thepanel 110 to provide sound insulation and an aesthetically pleasingappearance to the bottom of the panel 110 if and when the bottom of thepanel 110 is exposed to a passenger of the vehicle or others. In otherwords, the covering layer 124 reduces the level of undesirable noise ina passenger compartment of the vehicle.

The cellulose-based, cellular core 116 may be a honeycomb core. In thisexample, the cellular core has an open-celled structure of the type madeup of a tubular honeycomb, and it is made mainly of cellulose andpreferably of paper or cardboard. The sticky or tacky hot-melt adhesiveextends a small amount into the open cells during the thermo-compressionprocess. It is also possible to use a cellular structure having closedcells, a material, such as a wooden part, to which the top and bottomfilm layers 118 and 120, respectively, are bonded.

Each of the skins 112 and 114 may be fiber reinforced. The thermoplasticof the sheets or film layers 118 and 120, the skins 112 and 114, and thecovering layer 124 may be polypropylene. Alternatively, thethermoplastic may be polycarbonate, polyimide,acrylonitrile-butadiene-styrene as well as polyethylene, polyethyleneterphthalate, polybutylene terphthalate, thermoplastic polyurethanes,polyacetal, polyphenyl sulphide, cyclo-olefin copolymers, thermotropicpolyesters and blends thereof. At least one of the skins 112 or 114 maybe woven skin, such as polypropylene skin. Each of the skins 112 and 114may be reinforced with fibers, e.g., glass fibers, carbon fibers, aramidand/or natural fibers. At least one of the skins 112 and 114 canadvantageously be made up of woven glass fiber fabric and of athermoplastics material.

The resulting panel 110 may have a thickness in the range of 5 to 25 mm.

In one example method of making the panel 110, a stack of material maybe pressed in the low pressure, cold-forming mold. The stack is made upof the first skin 112, the first film layer 118, the paper cellular core116, the second film layer 120, the second skin 114, the multi-layersheet 30, and the covering layer 124, and is pressed at a pressure lyingin the range of 10×10⁵ Pa. to 30×10⁵ Pa. The first and second skins 112and 114, and the first and second film layers 118 and 120 are preferablypre-heated to make them malleable and stretchable. Advantageously, inorder to soften the first and second skins 112 and 114, and theirrespective film layers 118 and 120, respectively, heat is applied to apre-assembly made up of at least the first skin 112, the first filmlayer 118, the paper cellular core 116, the second skin 114 and thesecond film layer 120 so that, while the panel 110 is being formed inthe mold, the first and second skins 112 and 114 and the film layers 118and 120 have a forming temperature lying approximately in the range of160° C. to 200° C., and in this example, about 180° C.

The bottom layer 124 of the panel 110 may be made of a nonwoven scrim124 of fine denier, spunbond thermoplastic (i.e., polypropylene and/orpolyester or other thermoplastic compatible to the process) fibers inthe form of a sheet and having a weight in a range of 8 to 100 gsm(i.e., grams per square meter). Preferably, the weight is in a range of17 to 60 gms. Also, preferably, the denier is in a range of 1.8 to 2.2.

The scrim 124 has an open mesh of nonwoven synthetic thermoplasticfibers including a plurality of adjacent openings. The scrim 124 bothtransmits light to the underlying layer and reflects light whilereducing the level of undesirable noise from a different area of thevehicle. The scrim 124 may be manufactured in a color which issubstantially the same, complements or is in contrast with the color ofthe upper carpet 122. Also, the panel 110 including the underlying scrimlayer 124 and the sheet 30 can be made in a single compression moldingstep.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the invention. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention.

What is claimed is:
 1. A cargo management system including a vehicleload floor and a pair of opposing cargo trim panels supported above theload floor at opposite sides of the load floor within the interior ofthe vehicle, the system comprising: a vehicle load floor tocompartmentalize a cargo area into an upper compartment and a coveredlower compartment, the load floor having a wood grain finish wherein theload floor includes a first outer layer, a second outer layer and a coreof cellulose-based material positioned between the outer layers andhaving a large number of cavities and wherein the outer layers of theload floor are bonded to the core by press molding; and a pair ofcompression-molded, composite cargo trim panels supported above thevehicle load floor at opposite sides of the load floor within theinterior of the vehicle to at least partially define the uppercompartment of the cargo area, each panel including a base layer and acoverstock sheet bonded to the base layer by press molding, eachcoverstock sheet providing its respective trim panel with a wood grainfinish in the upper compartment of the cargo area.
 2. The system asclaimed in claim 1, wherein each coverstock sheet includes a naturalwood layer.
 3. The system as claimed in claim 1, wherein the wood grainfinish of each coverstock sheet is simulated.
 4. The system as claimedin claim 1, wherein each coverstock sheet has a textured, real-woodsurface appearance.
 5. The system as claimed in claim 1, wherein eachcoverstock sheet includes a synthetic resin layer.
 6. The system asclaimed in claim 1, wherein each coverstock sheet includes a simulatedreal-wood layer.
 7. The system as claimed in claim 1, wherein the baselayer is a fiber-reinforced polymeric material.
 8. The system as claimedin claim 7, wherein the material is sheet molding compound (SMC).
 9. Thesystem as claimed in claim 1, wherein each of the cargo trim panelsincludes a curved portion adjacent a lateral edge portion of the loadfloor.
 10. The system as claimed in claim 1, wherein at least one of thetrim panels includes a handle so that the at least one trim panel ismovable between open and closed positions.
 11. A cargo management systemincluding a vehicle load floor and pairs of opposing cargo trim panelssupported above the load floor at opposite sides of the load floorwithin the interior of the vehicle, the system comprising: a vehicleload floor to compartmentalize a cargo area into an upper compartmentand a covered lower compartment, the load floor having a wood grainfinish wherein the load floor includes a first outer layer, a secondouter layer and a core of cellulose-based material positioned betweenthe outer layers and having a large number of cavities and wherein theouter layers of the load floor are bonded to the core by press molding;and first and second pairs of compression-molded, composite cargo trimpanels supported above the vehicle load floor at opposite sides of theload floor within the interior of the vehicle to at least partiallydefine the upper compartment of the cargo area, each panel including abase layer and a coverstock sheet bonded to the base layer by pressmolding, each coverstock sheet providing its respective trim panel witha wood grain finish in the upper compartment of the cargo area.
 12. Thesystem as claimed in claim 11, wherein each coverstock sheet includes anatural wood layer.
 13. The system as claimed in claim 11, wherein thewood grain finish of each coverstock sheet is simulated.
 14. The systemas claimed in claim 11, wherein each coverstock sheet has a textured,real-wood surface appearance.
 15. The system as claimed in claim 11,wherein each coverstock sheet includes a synthetic resin layer.
 16. Thesystem as claimed in claim 11, wherein each coverstock sheet includes asimulated real-wood layer.
 17. The system as claimed in claim 11,wherein the base layer is a fiber-reinforced polymeric material.
 18. Thesystem as claimed in claim 17, wherein the material is sheet moldingcompound (SMC).
 19. The system as claimed in claim 11, wherein each ofthe cargo trim panels includes a curved portion adjacent a lateral edgeportion of the load floor.
 20. The system as claimed in claim 11,wherein at least one of the trim panels includes a handle so that the atleast one trim panel is movable between open and closed positions.
 21. Acargo management system including a vehicle load floor and a pair ofopposing cargo trim panel supported above the load floor at oppositesides of the load floor within the interior of the vehicle, the systemcomprising: a vehicle load floor to compartmentalize a cargo area intoan upper compartment and a covered lower compartment, the load floorhaving a wood grain finish wherein the load floor includes a first outerlayer, a second outer layer and a core of cellulose-based materialpositioned between the outer layers and having a large number ofcavities and wherein the outer layers are bonded to the core by pressmolding; a pair of compression-molded, composite cargo trim panelssupported above the vehicle load floor at opposite sides of the loadfloor within the interior of the vehicle to at least partially definethe upper compartment of the cargo area, each panel including a baselayer and a coverstock sheet bonded to the base layer by press molding,each coverstock layer providing its respective trim panel with a woodgrain finish in the upper compartment of the cargo area; and a cargotrim panel secured to a backrest of a seat of the vehicle, the trimpanel secured to the backrest having a wood grain finish.